Railway brake-beam.



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N0. GPELBQ4 Patented Dec. 3l, |90l. G. W. CHIPLEY.

RAILWAY BRAKE BEAM.

(Application led Aug. 15, 1900.) (No Model.) 3 Sheets-Sheet 2.

MQMM 2g Mffwi f Efe No. 69U,U99.. Patented Dc. 3I,\|90I.

' G. W. CHIPLEY.

RAILWAY BRAKE BEAM.

(Application, ledrAug. 15, 1900.)

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3 Sheets-Sheet 3.

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llivrrnn Stamps ATnNT OFFICE.

GARDINER IV. CHIPLEY, OF CHICAGO, ILLINOIS, ASSIGNOR OF ONE-HALF TO CHARLES IV'. ARMBRUST, OF CHICAGO, ILLINOIS.

RAILWAY BRAKE-BEAM.

SPEGFl-N forming part of Letters Patent No. 690,099, dated December 31, 1901.

Application led August 15,1900. Serial No. 26,933. tNo model..`

To @ZZ whom, it may concern:

Be it known that I, GARDINER W. CHIP- LEY, a citizen ofthe United States of America, and a resident ot Chicago, Cook county, Illinois, have invented a certain new and useful Improvement in Railway Brake-Beams, of which the following is a specification.

My invention relates to a certain improvement in brake-beam construction which is to designed' to permit an initial and continued application of the brake-shoe uniformly for the whole plane of its wearing-face upon the tread of the Wheel and also to avoid all torsional strain upon the brake-beam and all I5 unnatural strain upon the brake-rigging.

Heretofore it has been ascertained in praclice that the upper portion of the brake-shoe in its initial and continued application is rst brought to bear against the tread of the 2o wheel, thus causing the brake-shoe to wear unequally, the upper portion Wearing much faster than the lower portion and also imposing a torsional strain upon the brake-beam and unnatural strains upon the brake-rigging.

To overcome this unequal wear, avoid such strains, and obtain a uniform application of the brake-shoe to the tread of the wheel, resort has been had to many devices of diterlng character, in all cases constructed to act 3o either directly upon the brake-shoe or upon the brake-head.

My invention is of such character that the brake-shoe may be secured upon the brakehead and the brake-head upon the brakebeam in the usual manner, the uniform application otl the whole wearing-face ot the shoe upon the wheel-tread being obtained and the torsional strain of the brake-beam and unnatural strains upon the brake-rigging overcome by novel means, permitting a movement of the brake-beam relative to and independent of the pivotal attachment of the brakelever to the brake-beam.

Reference may now be had to the accompanying drawings for a particular description of the dierent means employed for embodying my invention, in which- Figure 1 is a central longitudinal section through a car-truck. Fig. 2 is a like View,

5o enlarged, of a portion of a car-wheel, showing the initial application ot' the brake-shoe to the tread ot' the wheel. Fig. 3 is asimilar View showing the whole face of the shoe uniformly applied to the wheel. Fig. 4 is a perspective view of one form of brake-beam and brakeshoes attached, showing' my invention applied. Fig. 5 is a fragmentary perspective view illustrating the movement ot the brakebeam independent of the attaching member ot the brake-lever. Fig. 6 is a detailed per- 6o spectivc view of the brake-beam strut. Fig.

7 is a detailed View of the attaching member of the brake-lever. Fig. 8 is a detailed perspective view ot a modified form of strut. Fig. 9 is a detailed fragmentary perspective 65 view of a modied t'orm ot' strut and support. Fig. 10 is a perspective View of another type of brake-beam, illustrating the manner of applying' my invention. Fig. 1l is a cross-section on the line toot Fig. 10. Fig. 12 is also 7o a perspective view of still another type of brake-beam, showing my invention applied thereto. Fig. 13 is a cross-section on the line b b of Fig. 12.

It is found extremely ditticnlt in practice to adjust or so position the brake-beam and the brake-shoes in relation to the car-wheels thatthe whole wearing-surfaces of the shoe shall be applied initially and continuously and uniformly equally and at all points upon 8o the tread of the wheel. It, in the iirst instance, the brake-beam and brake-shoes are properly positioned relative to the car-wheels, the wearof the attaching devices displaces such adjustment, which causes the brakebeam to assume a position nearer the track. When the brake-beam and brake-shoes are thus imperfectly adjusted relative to the car wheels or assume an improper position in relation to the car-wheels, the upper portion of 9o the brake-shoe is first brought to bear against the tread ot` the car-wheel, leaving the lower end of the shoe standing away from the tread, which lower end or portion ot the shoe is unworn until sufficient material has been worn away from the upper portion of the shoe to allow the whole surface of the shoe to come in contact with the wheel or-the face of the upper portion of the shoe is pressed with greater force upon the tread of the Wheel icc: than the lower portion,tl1e upper portion thus wearing out much more rapidly than the lower portion; This unequal application of Ithe shoe tothe tread of the car-wheel also imposes a torsional strain upon the brakebeam and a strain upon the brake-rigging. To overcome this'unequal wear ot the brakeshoe and injurious strain upon the brakebeam and the brake-rigging, I have devised means whereby to permit a movement of the brake-beam relative to and independent of the brake-lever fulcrum, which is accomplished by providing a support for the brakelever fulcrum soloosely mounted upon or secured to the brake-beam as to permit the brake-beam to have such a movement. The brake-lever when the brakes are applied has a pivotal movementabout its fulcrum, and its fulcrum also moves with the brake-beam in a direction toward the car-wheels. In ordinary construction the brake-beam and its fulcrum have these movements only in the application of the brake-shoe to the Wheel. By my improved means,hereinafter to be particularly described,the brake-lever is not only permitted to move about its fulcrum and also toward the car-wheels as the brakes are applied inthe usual manner, but the attachment for the brake lever fulcrum being loosely mounted upon the brake-beam permits the latter to rock or turn, and thus bring the entire wearing-face of the brake-shoes upon the tread of the ear-wheels, this movement of the brake-beam being independent of but relative to the brake-lever fulcrum and attaching member.

In the drawings, having reference first to Figs. 4, 5, and 7, it will be observed that the compression member A of the brakebeam is connected to the tension member B by means of a strut D. The attaching member E for the brake-level', Fig. 7, comprises in 'its construction a sleeve E2, loosely mounted upon the compression member A of the brake-beam. The arm F3 of said attaching member is slotted at E4, and the brake-lever G passing therethrough is fulcrumed at G2 at said arm. The brake-heads H are secured upon the brake-beam in the ordinary manner, and the brake-shoes J, Figs. l, 2, and 3, are mounted upon or secured to the brake-heads H, also in the usual way. In the forms shown in Figs. 4, 5, and 6 the brake-beam strut D has a cap D2, against which the free end of the arm E3 bears, thus maintaining the beam normally in a horizontal position, and a stay member D3. This construction, it is evident, provides an attaching member` for the brake-lever fulcrum, which is loosely mounted at one end upon the brake-beam and free at its other end.

Fig. 2 of the drawings illustrates in an eX- aggerated manner the initial application of the brake-shoe to the brake-tread of the wheel. As illustrated, the upper portion of the brake-shoe isiirst brought into contact withthe tread of the Wheel. Under ordinary conditions the brake-shoe is pressed unequally'at its upper portion upon the tread of the wheel initially and during its continued application; but with the construction described it is apparent that the brake-shoe is brought to bear and pressed uniformly upon the wheel-tread, as shown in Figs. 1 and 3, by reason of the fact that the brake-beam is permitted a rocking or tilting movement unrestrained by the support for the brake-lever. When the brakes are set, the brake-beam has a forward movement carrying the brake-lever fulcrum toward the wheels, said brake-lever having a pivotal movement upon its fulcrum; but when the upper portion of the brake-shoe is brought to bear unequally upon the tread of the wheel an equal self-adjustment is effected as the tension member B of the brakebeam moves upwardly in the `direction of the arrow, Fig. 3, the compression member A rocking and the brake-lever-fulcrum attaching member remaining in a relatively station ary position, thus bringing the shoe to bear equally at all points upon the tread of the wheel. It is apparent that the brake-shoes self-ad j ust themselves upon the Wheel-tread because of this unrestricted tilting or rocking movement of the brake-beam independent of but relative to the brake-lever fulcrunnwhich latter, so far as this movement of the brakebeam is concerned, remains relatively stationary. f v

Upon the application of the brake-shoes to the wheel-tread the rotation of the wheels tends to exert an upward or downward pull upon the brake-shoes, depending upon the direction of rotation of the car-wheel. Under these conditions the brake beam is either raised or lowered. As the attaching devices of the brake-beam become worn the horizontal position of the beam and its relation to the wheels become displaced, which in the ordinary construction causes unequal application of the brake-shoes. With this construction which I have described itis evident that the brake-beam may be positioned at such a distance from the track as to permit a tilting or rocking of the brake-beam, which will equally and uniformly apply the shoes notwithstanding the direction of rotation of the carwheel.

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.It may be found in practice that the lower l portion of the brake-shoe in some cases Wears more rapidly than the upper portion, and to provide for such cases the form of construction shown in Fig. S may be adopted, in which the attaching member E? at its freeend is not engaged by the strut D, thus permitting a tilting or rocking movement of the brake-- beam in either direction. In this form of construction it is apparent that the brakebeam is permitted such a movement as toy equally apply the shoe to the wheel-treadi Whether the wear occurs at the upper portion or at the lower portion.

In Fig. 9 I have shown a modified form of strut D, forming a loop projected from the compression member A of the brake-beam and so arranged that the brake-beam is maintained in a normally horizontal position by the engagement of the free end ot the brakelever support-arm against vthe loop of the strut. In this construction I have shown a sleeve J2 for the reception ot' thetension member B, and in the form shown in Fig. S a recess J3 is provided for the reception of the said tension member.

In Fig. l0 I have shown my invention applied to another form or type of brake-beam commonly in use. To accomplish this application, I provide a strut K of such a form as to embrace the brake-beam IT2 and inclosc it. This brake-beam comprised in construction a ange K3, a web K, and an annular elongated head K5. The strut K is so formed as to receive the head Ks of the brake-beam and permit it to rotate or rock upon said strut. The brake-lever support-arm L is secured to and extended from the strut K. From this description it is clear that the brake-beam K;g is permitted a movement independent oi", but relative to, the brake-lever fulcrum-support, as the brake-beam may rock or tilt within the strut, as shown more clearly in Fig. ll. The brake -lever attaching member is, as stated,loosely mounted upon the brale-beam, the connection preferably being of a pivotal or hinge-like nature, so as to permit the beam to turn or rotate freely in the bearing provided by the end of said member. In applying the shoes this brake-lever attaching' meinber exerts a pull upon the beamthat is to Say, it sustains a tensile strain-and in this way the brake-lever is operative through the medium of this attaching member to draw the brake-shoes into contact with the wheels.

Fig. l2 illustrates my invention as applied to still another form of brake-beam, which consists of an elongated annular head M and web M2, which is semicircular in form. In this construction the brake-lever-support arm M3 has a loop M4 at its free end to receive the brake-lever and is pivotally secured upon the head M of the brake-beam. By this form of construction the brake-beam may move independently of and in relation to the brake-1ever support to adjust the shoe upon the wheeltread.

The brake-beam is maintained in a horizontal position in the form shown in Fig. l0 by means ofthe strut K, and in the form shown in Fig. 12 the web M2 of the brake-beam rests upon the support-arm M3 of the brake-lever.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a brake-beam construction, a brake` said beam, a brake-lever adapted and arranged tor applying said shoes, and aconneeting member between said lever and said beam, said connecting member having a pivotal or hinge-like connection with the beam, Whereby the latter is free to turn or rock about a longitudinal axis, substantially as described.

3. Ina brake-beam construction, a brakebeam, brake-shoes carried by and rigid with said beam, a brake-lever, a connecting member adapted and arranged for connecting said lever with said beam, said connecting member being arranged to exert a pull upon the beam in a direction to apply the said shoes, and said connecting member having a swinging or hinge-like connection with said beam, whereby the beam can turn or rock about a longitudinal axis, substantially as described.

et. In a brake-beam construction, a brakebeam, brake-shoes carried by and rigid with said beam, and adjusting devices adapted and arranged for exerting a pull upon the beam, so as to apply the said brake-shoes, said adjusting devices being so connected with the beam as to permit the latter to turn or rock about a longitudinal axis, substantially as described.

5. In a brake-beam construction, the combination of a brake-beam, brake-shoes carried by and rigid with said beam, abrake-lever, a connecting member for connecting said lever with said beam, said connecting member extending in the same direction as the brakeshoes and having an end portion formed with a bearing for the brake-beam, whereby the latter is free to turn or rock about a longitudinally-extending axis, substantially as described.

6. In a brake-'beam construction, the com- IOO bination of a. suitable brake-beam, brakeshoes carried by and rigid with said beam, a brake-lever, a connecting member for connecting said lever with said beam, said connecting member extending from the beam in the same direction as the brake-shoes, and a strengthening device applied to said beam, said strengthening device resting upon the said connecting member when the brakeshoes are not applied, and a pivotal or hingelike connection between said connecting member and said brake-beam, whereby the latter is free to turn in a direction to lift the said strengthening device from theconnecting member when the brake-shoes are applied, substantially as described.

7. In a brake-beam construction, the combination of a brake-beam, brake-shoes carried by and rigid with said brake-beam, a connecting member having one end provided with a bearing adapted to engage a cylindrie portion of said beam, abrake-lever having a suitable connection with the other end of said con-l necting member, the pivotal 0r hinge-like connection thus provided between the lever and brake-beam permitting the latter to turn or rock relatively to the lever about a longitudinal axis, substantially as described.

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S. In a vbrake-beam construction, the combination of a brake-beam, brake-shoes carried by and rigid with said beam, a brake-lever,

and a connecting member for connecting said lever With said beam, the lever and said connecting member being adapted and arranged to exert a pullnpon said beam in a direction to apply said shoes, and said connecting member having a pivotal or hingelike connection with the beam, whereby the latter is free to turn or rock relatively to the brake-lever and about a longitudinal axis, substantially as described.

9. In a brake-beam construction, the combination of a brake-beam, brake-shoes carried by and rigid with said beam, a strengthening device applied to said beam and constructed with a suitable strut, a brake-lever, a connecting member for connecting said lever With said beam, said connecting member being provided With a bearing in which the said beam is free to turn or rock about a longitudinal axis, and said strut being adapted and arranged to rest upon the connecting member when the brake-shoes are free or not applied, and the beam turning or rotating when the shoes are applied to an extent to lift or raise the strut from the connecting member, substantially as described. j

10. In a brake-beam construction, a brakebeam, brake-shoes mounted thereon or secured thereto, a strut for said brake-lever land a brake-lever attaching member loosely mounted at one end upon the brake-beam and free at its other end, wherebysaid brakebeam is permitted a movement independent of and relative to the brake-lever. y

1l. In a brake-beam construction, the combination of a brake-beam with brakeeshoes rigidly secured to the ends thereof, a strut located near the center of the beam and at the same side at which the brake-shoes are located, a tension member connecting the ends of the brake-beam and engaging the end of said strut, a brake-lever attaching member rotatively mounted upon said brake-beam and arranged to swing in an opening formed in said strut, and a brake-lever arranged to exert a pull upon saidbrake-lever attaching member for the purpose of applying the brakeshoes, the said strut resting normally on the brake -lever attaching member and rising therefrom when the shoes are applied, substantiall y as described. ,v

12. In a brake-beam construction, the combination of a brake-beam having brake-shoes rigidly mounted or secured at its ends, a

strengthening member extending longitudinally of said beam, a brake-lever, a connecting-bar for connecting said brake-lever with said brake-beam, the connection between said bar and brake-beam being of such characterV as to permit rotation on the part of the .brakebeam relatively to the brake-lever, the said strengthening member resting normally upon the said bar for connecting the brake-lever With the brake-beam, and said strengthening lmember rising from said bar When the shoes are applied as a result of apull exerted upon said beam by the brake-lever, substantially as described.

13. In a brake-beamv construction, a brakebeam consisting of a compression member and va tension member, a strut, and a brake-lever 

